Automatic speed control and recording device.



A 0. D. GOOD. v AUTOMATIC SPEED CONTROL AND RECORDING DEVICE.

APPLICATION FILED IAN- 28 IQI 5- Patented Dec. 24, 1918.

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v ATTORNEY.

D. D. GOOD.

AUTOMATIC SPEED CONTROL AND RECORDING DEVICE.

APPLICATION FILED JAN-28,1915.

Patented Dec. 24, 1918.

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A TTORNEY.

D. D GOOD. AUTOMATIC SPEED CONTROL AND RECORDING DEVICE.

APPLICATION FILED JAN-28.1915.

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D. D. GOOD.

AUTOMATIC SPEED CONTROL AND REQQRWNG DEVICE.

APPIIIQATIQN'HEEQ #MLZEM i915 Patented Dec. 24, 1918.

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WITNESSES} 7 AVTTORYNEY.

UNITED STATES ATENT oFFIoEa DAVID D. GOOD. 01?. PHILADELPHIA, PENNSYLVANIA.

AUTOMATIC SPEEI J CONTROL AND RECORDING DEVICE Devices. of which the following is a specification. reference being had therein to the accompanying drawings.

'v invention has relation to automatic speed control of trains. vehicles running on rails, and the recording of their rate ot' speed. stops and the duration of them.

My invention has for its object the provision of a device which will. when used in conjunction with a. tripping device, reduce the speed of or stop a train or other vehicle and .record the variations in the rate of speed at which it travels. time of stops, their duration and whether or not they were made by the. engineer or by theklevice, without his volition. by contact with a suitable tripping 'deviee.

' .\lv invention consists in the novel co struction, combination and arrangement of parts hereinafter described.

'lhroughout the accompanying drawing similar figures indicate similar parts.

Figure. 1 is a 't'ront elevation of the vehicle equipments of the speed controtand recording devices.

Fig. 2 is a plan view of the worm drive.

Fig. 3 is a plan view of oneot the governor weights. i

Fig. l is tact lever.

Fig. is recorders.

Fig. (3 is a horizontal cross section on the line X. Y. Figs. 1 and 7.

Fig. T is a side elevation.

Fig. H is a cross section, through the recorder onthe line A. B. Figs. 1 and7.

Fig. 9 is an elevation of stop and control lever pivots.

Fig. is a. vertical cross section 0 the accelerating valve controlling the escape of air from the brake line.

a plan \'iew .ot the control con Specification of Letters Patent.

trolley cars or otherand size.

a plan vievv ota one ot' the rowel the web 7. A square member 17' Fig. 11 is a partially assembled perspective view of my device.

Fig. 12 is a perspe vating bar. 7 V

Fig. 13 is a perspective view oi the oscillating lever. i

Fig. 14 is a perspective-view of the base bar 28.

Fig. is a front View of a with my device attached.-

1 is a valve block ot'snbstantiall'y rectilineart'orm having hollow columns 2 and 3 attached to it or formed integral with it. 4 is a brace or web attached to the columns 2 and 5 and serving to carry the upper ball bearingfifi of the governor.

5. G and 7 are horizontal webs formed as part of the valve block l and support the stop and control levers, pinions and oscillatory mechanism of the trip' control and stop valves. I

The table 8 is formed as a part of the valve block to support the lower ball bearing of the governor stem, and the worm drive shaft t8 through its adjustable ball bearings 9 and 47. i

lever consisting of the shanklt) having a square opening 12 in a thickened or upset member of circular form. and the cams 11, 11. is designed to slide vertically on the pivot .21. For the sake of brevity this lever which is operated by a tripping device will hereina 'lter be knownas the control lever.

Fig. (3 shows a lever 13 of similar design Through its wupset o'r thickened member 14 is a square opening us which e1nbraces the pivot 17 and is fastened thereto by the set screw 15. The cams 11' operate the stop valve. Thus. the upper lever will be. known as the stop lever.

'lhe pivot 17, Fig. 9

'ct ve view of the elelocomotive e-oss section design to carry a cross bar $1. The second member 18 is of round cross section so designed that it will-turn freelv in iits the opening in the stop lever 13. The fourthor lower member of round section, is'half as long, as the thickness of the web (3 wherein it turns and its diameter being gruiter than Patented Dec. 24,1918. Application filed January 28. 1915. Serial No. 4.945. I

is composed of four members. The upper one 19 18 or square to be secured to it by'a set screw 42".

that of the top member 24 of the pivot 21, it is adapted to rest on a shoulder in the web 6, immediately above the pivot 21. v

The pivot 21 Fig. 9 is of square cross section throughout most of its length so as to allow the control" lever t slide thereon. Its upperend 24 is of circu ar cross section and of length equal to half thethickness of the web 6 in which it turntl" Immediately below e square member is a cylindrical member 22 whose diameteigis less than one side of the square member and of length equal to the thickness of the web 5. A'

ortions of the columns 2 and 3 at 27 Fig.

On the upper square member 19of the pivot 17 a similar cross bar 41 is attached by the set screw 42 and is provided with the spiral sprin s 40 and40 which in turn have their o osite ends attached to the valve block.

The action of the spiral springs 40 and 40', 27 and 27 restores the contact levers to their normal ositiOn after they have been .turned by a tripping device.

I 38a is an oscillating lever provided with a convex-surface 38 to be acted on bythe cams 11 on the control contact lever. On or near the center of .thisoscillatinglever 3842, Figs.

6 and 13, a vertical barrel member 39 is formed, of length-equal to; the distancebetween the .Webs 5 and 6; Fig. 1, between 'which'it turns on a pivot or pin 39. v said 'fin has an enlarged threaded head The which passes through the web 7 and screws into the web The opposite end of the oscillating lever 38a is provided with flat prongs 107. These rongs have openings of triangular or pentagonal form 107a, a point thereof directed a tl'back'wardtoward the valve block.

. 32"is a valve rod withone end 31 flat- Z'ltene'd into a substantially rectilinear form having a triangular or pentagonal opening: which registers withthe-opening in the fo rk'of the oscillating lever, the point di rected outward or in an opposite direction to the point of the openings in the oscillatins lever.-

A pin 34, of diamond or rhombohedral cross section, which has a large flat head 33 is passed downward'through the openings just described andjs held in place by-a cotter .pin,

and that of the openings through which it passes, will couple the oscillating lever and the valve rod together and will act as a link and compensate for the difference in direction of motion between the oscillating lever and the valve rod, allowing the latter to be drawn straight outward by the oscillating lever when it is turned through an are on its pivot 39".

The control valve on the right is formed and operated by the control lever in a similar manner to that of the stop valve just described.

The base of the governor is circular in form. Its perimeter is provided with teeth 43 Fig. 1, cut to register with the worm 45 on the shaft 4%. Its under surface forms the cover of a ball hearing which rests in the cup 44. The cup 44 is'screwed into the opening 44 of the table 8. Attached to the circular base are wings '49 and the governor shaft 50. To the upper end of the governor shaft is attached a cone which revolves inthe opening 61 of the elevating bar 62, on the balls held by the cup and adjustment 65. M

To the Wings 49 of the governor base are pivotally attached two weights 51 and 51 by bolts through the said wings and the eyes 52 and 52' of the weights. Slots 53" in the outer edge of the governor weights embrace the lower ends of the rods 57 and 57 through which they are pivotally bolted'by the bolts 53 and 53'. The opposite ends of these rods are, in turn, pivotally attached at 58 and 58 through their eyes and eyes formed in the swivel block 59.

Lugs 54 and 54 on the governor Weights are slotted at 56 and 56, Fig. 3 to engage the eyes on the tension spring 55 and 55.

Theswivel block 59 slides vertically on the governor shaft and revolves with it,

turning freely in the elevating bar 61 on ball bearings which are adjustable by the cone and nut 60; I 4

The outer end of the drive shaft 48 is carried by thebal'lb'earings 9' and 46 which are supported by the sleeves 9 and 47 on the table 8. shaft 48 is geared to the pony wheel shaft of the locomotive so that it will be driven The inner or opposite end of thetoothed wheels 113 and 113'.

It will be seen that as the engine increases its speed the action of the governor will be to lower the swivel block 59 and the bar 61 the elevating bar. Their position relative to it is fixed and regulated by the nuts 63 .bar 61, to balance the weight of the parts attached thereto.

To the lower extremities ot'. the elevating rods (56 and 66 is a base bar 28 whose central portion is provided with the cars 29 and 29' which embrace the control lever and cause it to slide vertically on the pivot 21. Between the said ears there is a round hole sufficiently large to allow the square pivot 21 to turn freely therein.

The ears 29 and E39 embrace the control lever 10 in such a manner that it may be turned to either side and that it will be raised or lowered on the pivot 21 accordingly as the governor acts on the elevating bar 61.

The guide rods 106 and 106 have their upper ends enlarged and threaded. Their lower ends are also threaded and have the same number of threads to the inch. They are of sufiicientlength to reach through the webs 5 and 6 into which they are screwed and serve to strengthen them as well as to act as guides for the base bar 28,.whicli slides vertically on them as they pass through holes 290 and. 29b in the cars 29 and 29".

The column 3 is hollow forming the passage which extends downward connecting with the horizontal passages 7 9 and 80. Connectedwiththe passage 7 9 is a vertical passage 37 leading upward to the sto valve on the left, Fig. 1. The passage 7 leads away' from thestop valve across to and is connected with the passage 76 in column 2 through the passage 79.

. The passage 80 connects with the passage 78 which leads to the control valve on the right. From thence the passage 80' leads to the passage 70 in column 2.

Both columns 2 and 3 terminate in air hose connections attheir upper ends '81 and 81. Column 3 is connected to the air brake line in that system otfairbrakesin which the air is allowed to escape or exhaust when the Y brakes are set. It is connected to the air storage tank Where-coinpression acts to set the brakes.

Column 2 in the exhaust type of air brakes may be connected with an auxiliary throttle Fig. 15, 3300 by the. flexible hose 20m and the flexible pipe 20%, or some similar device or the air may be allowed to escape from the column directly into the atmosphere.

Tn the compression type of air brake column 2, would be connected with the air "brake line.

s A screw accelerating valve consisting of a barrel and seat 82, Fig. 10, having ports 7 5,

a threaded plunger83 with a hexagonal head and af nut85 and 'a packingring 85, is

11 the hexagonal head which allows For mljnstrnent. is a forked handle 8% held in llilfl' h the nut 55. Its forked end embraces one end of the link 87. The opposite end of the link 87 is pivot ally attached to the elevating bar through the eyes 88. i

The valve under discussion is setso that it is never quite closed. the locomotive slaclmnsspecd this valve will gradually open.

Hinged to the face of the valve block 1, at 103, is a drop latch 101 which, when the oscillating bar 38 is acted on by the control lever and the valve opens. will drop behind the oscillating bar and prevent the valve from closing. This downward action is assisted by the weight 100 and the spring 102. As the speed of the engine decreases, the base bar 28 is raised in the manner. already explained. An adjustable set screw 99 is aifixed to the basebar 28 in such a position that when the train slows down toa given speed the head of this set screw will come in contact with and raise the latch 101 allowplaced in colnnni 3.

ing the controlvalve to be closed by a spring It will be seen that as similarly placed to the spring 74 Fig. 6 on Between the columns 2 and 3 a metal housing, shown in Figs. 1 and8, is placed. The face of thls housing 89 has avertical slot in its center and is removable and adapted to be locked or sealed in place.

"dyithin the housing is a roller 90, F ig..8, on which-a strip of paper is wound. The rollers 91, 92 and 93 are in close proximity to each other and are geared together and driven by sixnpl e clork work regulated by escapement movement? The roller 94 is driven .by a separatespring in such a manner that when thestrip of paper wound on roller !)0 is led around 01 between it and 92 around in front of 92 then between it and 93 and attached to the roller 94 it will be wound on the latter as fast as it is fed through the rollers 91; 02 and 93. y

A'fiat spring 96, Figs. 7 and 81is' adjustably attached to the elevating, bar .61 and carries arecording point95 on its frec upper end. This recording point bears on' a strip of paper passing around the roller 92.

The strip or ribbon ofpaper before referred to is ruled horizontally and vertically' 1 The recording point being attached to the vertical ruling will be so placed as to require a given number of minutes for each diVlSlOIL- to pass the recordin point. Thus itwill be seen that the line rawn by the recordin point will indicatethe variation in spee the stops and the length of time any rate of speed or stop was maintained. A notation of time made on the ribbon at the time the t clock Work was started will make a complete 10 record of the trip.

The vertical rod 7 Ois held in place by, andturns in,.the lugs 71 and 108 which are at-' tached to the sides of the valve block 1 and the column 2.. A horizontal L rod 72 is permanently attached to the vertical rod 70.x

- block.

Near the topofthe rod 7 O a horizontal bar 97 is attached which carries on its opposite and forked end a rowel 98 ina horizontal position; The bar 97 is of proper length to allow the rowel to strike the roller 92 through the slot in the housing of the recording mechanism which it will do when the stop lever is turned, as will be readil seen. a

The vertical rod 70, with its horizonta bars 7 2' and 97 which' is held'i'n position on the opposite side of the valve block by the lugs 71 and 108 is actedon by the contfbl-L manner as the ling mechanism in the same one just described.

The roller 92 in they recording mechanism. is provided with rings of soft elastic material 109 set in each of its ends above and below the limit of travel of the recording point.

The rowels98 and 98 are so placed as to strike the record ribbon-over these rings thus perforating.- it and so indicatin when the train was stopped or its speed re need by the action of a'tripping device on the mechanism herein described.

Fig. 15 is illustrative of the device as it is attached to a locomotive and shows its relative' position to a tripping device placed adfjacent the tracks. The stop St is the only part of thetripping device necessary to be considered- It is shown here in a position to operate the control lever 10 and cause the train to be slowed down to a cautionary speed. 48 is the shaft geared to the pony I wheel shaft through the meduim of the gears 113 and 113'. 14X refers to the adjustable method of attaching the hanger 13X to the truck. The hose connection 19X leads from the air brake line to column 1. On opening the stop or control valves, the air flows through the hose and pipe connection 20X to the cylinder 30X where it drives forward a piston connected to the shuttle valve 33X the control lever downward.

his to be understood that necessary pro-' tectioh may be'given to the parts of this invention by a suitable housing.

- Operation.

It is understood that this mechanism is to be used in connection with a tripping device of suitable constructionsuch as the one described in my application for Letters Patent No. 719,830 filed September 11, 19l2,and

No. 835,652 filed May 1, 1914. The latter may be modified to assume three positions.

My speed control and recording device is attached by bolts, screws or other means of support through the valve block and by means of bands around the column to the forward or pony wheel truck of a locomotive where it 'will"be carried parallel to and at a fixed distance from the rail. I

The drive shaft having bcenconnected by proper gearing to the pony wheel shaft of the locomotive, the necessary adjustment made for governor speed, height of elevating bar, speed at which valve-release latches for the regulating of clock work in the recordingmechanism, it is assumed the train is beginning to move forward.

As the rate of speed ofthe train increases the worm drive shaft will turn the governor at a relatively increasing speed which will cause the weights to swing outward bycentrit'ugal force and lower the elevating bar proportionately. The recording point at tached to the elevating bar will describe a downward curve onthe record ribbon.

The accelerating screw valve whose lever barwill tion.

The elevating rods will lower the base bar attached to them which in turn 'will move As the train to the elevating gradually approa'clra closed posiare tripped by the adjusting set screw and apprtmches its limit of speed my device will assume .the position shown in Figs. 1. 7 and. 10. i

Should the engineer attempt to pass a green or cautionary signal and a tripping device is set at a proper height to operate. or turn the control lever; the turning of this lever will cause the cams on its base to rock' he oscillating lever which will in turn open the control valve. The valvehaving reached its open position the latch will drop and hold it open- The spiral spring through the medium of the cross bar will immediately rcturn the control lever to its normal position.

As I have assumed the train to be moving at high speed, the accelerating valve in the column 3 will be almost but closed. The control valve being thus opened the air under compression in the brake line an cylinder will be allowed to flow slowly th ough the accelerating valve in column 3. d vnward through passage 75. forward through passage '80. across the valve block through passage 78 to the control valve then backward through 80 and upward through passage 76 in column 2.

From the top 81 of column '2 the air may be allowed to escape. thus setting the air brakes or it.m'ay be conducted by a hose connection and proper piping to a shuttle valve and auxiliary throttle.

The accelerating valve being open in inverse proportion to the speed of the train. the b'akes will be set gradually with increasing force and so eliminate the usual shock and sliding of the wheel.

As the speed of the train is reduced the control lever will be raised on its pivot by the base and ears embracing it. Coincidently the adjusting set screws in the base bar will approach the weights on thelatches. When the speed of the train has been reduced to a predetermined point the latch will be raised and release. the control valve which will be closed bv its spring. The brakes will be released by air from storage tank or pump. If an auxiliary throttle is in use it may now be opened by the engineer.

The oscillating rod 38 which operates the control valve'has a wider face and same cross section as the one shown in Fig. 6. As the speed of the train is reduced to a determined rate. the control lever will be raised above the face of the oscillating rod so that the cams 11 will not contact with it. Thus it will be seen that should the control lever strike and be turned by a tripping device while the train is running at a sate rate of speed the brakes will not be set. In ordinary practice the tripping device would not. be high enough to reach the control lever when it is at this point.

When a danger signal is set. against a tram and it is desired to stop it, the trip is set sutliciently high to turn the upper or stop lever. i

The stop lever operates to open the stop valve on the left in the same manner as the control lever operates the control valve.

The accelerating valve performs'its function in the same w'av admitting the air through passage 75 to 79 then up through 37 to the valve. The stop valve being 'open it enters passage 77 crosses the valve block to 79 and thence through the passage 76 in column '2 to the open air or auxiliary throttle. The stop valve is released and closed as the train comes to a stop in the manner already described.

Having thus described my invention, I

never quite claim the novelty of the following combinations:

1. In automatic speed control apparatus. the coml'iination with an air brake line, trip ping block having with the air brake line. a control valve in an air passage of said valve block. a valve operating lever a vertically adjustable and horizontally movable control lever adapted to actuate said valve operating lever andto be moved horizontally by said tripping devices, of at governor actuated by an axle of the train and connected to said control lever so as to vertically adjust the same in accordance with the speed of the train, a st op valve in an air passage of said valve block. and a second valve operating lover, a horizontally movable stop lever adapted to actuate said second valve operating lever and adapted to be moved horizontally by said tripping devices.

2. In automatic speed controlling and stopping apparatus for trains. the combination with an air brake line on the train and tripping devices adjacent the track. of a valve block having a main passage communicating with the air brake 'line and having branch passages, a control valve and a stop valve arranged respectivcl in the branches of said passage. an accelerating valve arranged in said main passage, valve operatinglevers connected to said control and devices adjacent. the track, a valve air passages (BOIIllXlllfilCtItllltI' stop valves respectively, control and stop lovers to actuate said valve operating levers and adapted to contact with the tripping devices, a. governor carried by the valve block and actuated by an axle of the train. said governor being conne ted with and adapted to adjust the control lever and oper ate the accelerating valve.

3. In automatic train stopping and controlling apparatus, the combinat on with the air brake line of a train and tripping devices ad acent the track, of a valve block having an passages communicating with the air brake line, stop and control valves in said passages, stop and control levers for operating said valves. arranged and adapted to be moved by the tripping devices. said control lever being verticallv adjustable on its pivot, a governor geared to an axle of a train vehicle. means for raising and lowering said control lever through the action of the governor, means fortransmitting mo ement to the control valve from the control lever and means controlled by the governor for temporarilv holding said valve open and for automatical closing the same.

t. In automatic speed controlling apparatus for trains, the combination with an air brake line. tripping devices adiacent to the track and means for controlling the passage of air through said line to stop the train and reduce its speed, operable by said tripping devices, of an auxiliary valve in the air passage of said brake line, arranged and adapted to be opened to increase the supply of air through the brake line, a governor driven by an axle of the train and connections between the governor and the auxiliary valve to operate the same.

' and 1 porting guides, vertical rods ratus for trains,

an oscillating lever 5. In automatic speed controlling apparatus for trains, the combination with an air brake line, tripping devices adjacent to the track, valves in saidbrakeline to con trol the passage of air, one of said valves being a control valve, of a governor driven from an axle of the train, a vertically slid ing lever connected to and moved vertically by the governor, control-valve operating means arranged and adapted to be actuated-by the control lever, means for locking said valve operating means in position when the valve is open and means for unlocking the same.

6. In automatic speed controlling apparatus for trains, the combination with an air brake line on the train and tripping devices adjacent the track, of a valve block comprising vertical columns and transverse connections with air passages communicating with the air brake line, a governor receivingmotion from an axle of the train, an elevating bar connected to and arranged adapted to be raised and lowered by the governor, vertical rods attached to said bar, a horizontal base bar carried by said rods, 'acontrol lever carried by said base bar and arranged and adapted'to be turned horizontally by the trippingdevices and guides carried by said column through which said rods slide, a'valve'in said air passages and valve operating means connected with said governor. I

7. In automatic speed controlling apparatus for trains, the combinationwith an air brake line, of a valve block having air passages communicating with the said air brake line, valves in said air passages, supsliding in said guides, a governor, an elevating bar to which said governor is swiveled and through said rods pass and are adjustably attached, spiral springs surrounding the vertical rods and bearing upwardly against the elevating bar, control and stop levers and associated mechanism for operating said valves, one of said levers being connected to the elevatmg bar and tripping devices for operating said levers.

8. In automatic speed controlling appathe combination with an air brake line, of a governor geared to a shaift of a vehicle of the train, a valve block, having passages communicating with said air brake line, acontrol valve seated therein, attached to the spindle of said valve, a vertically movable control lever pivotally attached to the valve block and having cam projections adapted to turn said oscillating lever and open said valve and tripping devices for horizontally moving said lever.

9. In automatic speed controlling apparatus for trains, the combination with an air brake line of a valve block having air passages and valves therein, a governor, an elevatlng bar controlled by said governor, a base bar coupled to said elevating bar, a control lever mounted on said base bar, adjustable set screws in the'base bar and drop latches adapted to hold said valves open and to be raised by the set screws as the speed of the governor is increased.

11. In automatic speed controlling apparatus for trains, the combination with an air brake line, of a valve block having passages communicating with said line and valves therein, valve operating mechanism, control and stop levers adapted to be operated by tripping devices adjacent the track, and to operate the said-valve operating mechanism, a governor for vertically moving said oontrol lever, pivots on which said levers turn, and springs connected to the cross bars to restore the levers .to their normal positions after-having been tripped.

12. In automatic speed controlling apparatus for trains, the combination with an air brake line and a valve block having air passages, of a governor geared to the shaft of a train vehicle, a control lever arranged and adaptedto be and control-valves'in theair brake supply operated by the said levers and arranged and adapted to allow the air from the brake line 1 the combination with an air brake line, tri pping devices adjacent the track, a valve block having air passages communicating with the 311- brake 11118, stop and centre moved verticallyby the gov- 'ernor, a stop lever whose height is fixed, step valves in the air passages of said valveblock, the same and a recording device having 10 valve operating levers, a vertically adjustmarking devices connected respectively to able and horizontally movable control lever the governor, to the control lever, and to the adapted to actuate one of said valve operatstop lever.

ing levers and a second horizontally movable lever, adapted toact'uate the other of said DAVID GOOD valve operating levers; of a governor actu- Witnesses:

- atevl by an axle of the train and connected to ELIZABETH R. KNAPP,

said control lever so as to vertically adjust M. A. KNAPP. 

